Motor-vehicle.



C. E. DURYEA.

MOTOR VEHICLE,

APPucATloN FILED MAY 8. 1915.

Patented Dec. 12, 1911s.

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@Unto/m W C. E. DURYEA.

MOTOR VEHICLE. APPLICATION FlLED MAY 8. 1915,

Patented Dc. 12, 1916.

2 SHEETS Y SHEET 2.

MAN wm.

mm \m CHARLES E. JDURYEA, OF PHILADELPHIA, PENNSYLVAN'JIA.

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Specification of Letters Patent.

Patented Dect. il?, twin..

Application led May 8, 1915. Serial No. 26,803.

To all whom t may concern:

Be it known that ll, CHARLES, E. DURYEA, a citizen of the United States of America,

I* and resident of Philadelphia, county of Philadelphia, State `of Pennsylvania, have invented certain new and useful lmprovements in Motor-Vehicles, of which the following is a specification.

rllhis invention relates to certain new and useful improvements in motor vehicles and -more particularly tothe drive mechanism thereof.

The present invention has for its objects among others to provide an improved roller drive mechanism embodying a slip or flexible joint between the motor shaft and the ing the body, suitable springs being inter` posed to permit this action and yet carry the load. The motor is supported on parts of the rear frame and the controlling means on the chassis frame. l provide universal or slip joints in a composite shaft which permits swinging fore and aft, as well as shifting in and out, with suitable means for producing suchomovements, so that lf may bring any desired friction drive rollerjnto anydesired ring plane and then bring them into operative contact.

@ther objects and advantages of the invention will hereinafter appear and the novel features thereof will be particularly pointed out in the appended claims. p

The invention is clearly illustrated in the accompanying drawings, which, with the numerals of reference marked thereon, form a part of this specification, and in which- Figure l is a plan view with parts in section, portions removed and other parts broken away, showing one form of embodiment of my present invention.' Fig.' 2 is a vertical longitudinal section on the line 2--2 of Fig. l looking in the direction of the arrows.4 Fig. 3 is a substantially central section through the drive rollers'with the shaft broken away. Fig. 4 `is a side elevation on an enlarged scale with the motor shaft in section, showing the bell crank. Fig. 5 is a vertical section on the line 5-5 of Fig. 4

looking in the direction of the arrows. Fig. 6 is a vertical section onthe line 6--6 of Fig. 2 looking in the direction of the arrows.-

Like' numerals of reference indicate like parts throughout the several views.

Referring to the drawings, the mo-tor (not shown) is placed approximately central at the rear end of the vehicle with its shaft parallel to the rear axle l of the 'vehicle and shaft extensions 2 reaching nearly'I to the wheels, near the rims. (If the front wheels are to be driven, the placing is at the front, of course, and in cases where it is desired to drive all four wheels, two motors are used and placed one at the front and the other at the rear with practically the same control and drive devices; but in that event a different steering must be used, such as king -bolts at the center of the wheel axles and means for turning the axles alround a vertical center.) On the ends of the motor shaft extensions 2 are grooved rollers 3 having two or more grooves, in this instance three, 9, 10 and 1l. These shaft extensions are carried in bearings 4 movably mounted on the rear frame 5. 'llhe grooved rollers 3 may be brought into the .plane of ridgeshaped rings f attached to the wheels 7. lt is preferable to arrange the rotation bf the motor shaft the same as the wheel direction and use the lring 6 with the roller 3 inside of it for forward driving and fit a second ring 8 nearer to the wheel hub'than the roller 3.and drive on the outer edge of the ring S-for reverse motion of the vehicle. Of course, if the motor is of a type that may be reversed, then one of the rings may be dispensed with and one ring only used. As shown in F ig. l, the largest groove 9 of the roller 3 is shown in contact with the ring 6 which corresponds to the usual highest speed forward.-

Since the bearing 4 is movably mounted on the frame 5, it may be shifted backward by any suitable means and the contact released when the vehicle will be free from the motor. lt will then be free to 'stop or be pushed .or moved in any suitable manner without any mechanism being turned, except the wheels 7 of the vehicle. lt is to be noted that a further-motion of the bearing backward brings the smallest groove 11 of the roller 3 into contact with the ring 8 and this causes the motor rotating the shaft extension? f 2 to .drive the vehicle in a direction the reis further constructed with a slip joint 13 formed by inserting the squared end of the shaftextension 2 into the outer member of theljoint 12, so that the shaft extension may be moved toward orf'from the plane of the wheelk 7. The exact construction and arrangement of the slip joint 13 or the universal joint 12 is not of great moment so long asf-'some device is provided-to perform the functions shown. In the present 1nstance, the flexible joint is shown as comprised of a'meinber 14 adapted to be exed,

the member 15 which receives the squared end of the shaft extension being connected therewith vin any suitable manner, as at 16,

the other member 17 being connectedA with l the adjacent end of the motor shaft, as shown in Fig. 1. It is, therefore, evident that the slip joint 13 and the movable bearing 4 permit the shaft extension 2 and the roller 3 to be shifted from the plane 'of the `wheel' 7 and a smaller groove of the roller 3 to bebrought into the plane of the ring 6, and a lower'gearratio to be established between the engine and the driven wheel 7. The roller 3 while shown as having three grooves of various sizes, it is evident a less or greater number maybe used according to the requirements of the vehicle. When the smallest groove of the roller engages the ring 6, it is quite evident that the motor makes the most -turns for a given number of @revolutions of the wheel and a most powerf ul drive results. Means for shifting the shaft extension 2 and the roller 3 on the shaft vextension 2 are found inthe slidable bearing 4 which carries the shaft extension 2, in combination with the various rods and levers now Ito be described. The fore and aft movement of the bearing 4 is caused by a rod 18 attached to the bearing at one end and at the other to a more or less vertical crank 19 on the outer` end of the torsion bar 20. At the center of this bar 20 is a bracket 21 in which the tube lever 22 is fixed and this tubelever 22 serves as a lever by which the bear1ng4 and the mechanism it carries may be moved forward and back. A ratchet 23 carried by this levenserves to hold this lever in vplace when in neutral or in forward driving positions. It is not customary to lock .it-i'n the reverse position, but the operator usually holds it in place while the vehicle is reversing. The ratchet- .23 may be held np against the tooth 24 by a- :spring 25 and cause it 'to engage when the lever 22 iis-.moved forward, but the ratchet may be disengaged by vdepressing the rod 26 which. passes up inside the tube lever 22 and out at the top of the handle 27 provided for the operators convenience. This handle 27 and a Short lever 28 just, below it are fastened to a tube 29 which passes down inside the tube 22 but outside of the rod 26. To the lower end of this tube 29 is fixed a crank 30 having two ends or eyes 31 and 32, into which are fixed the ball ends of the rods 33 and 34 passing one to each side of the vehicle and engaging the bell cranks 35 and 36 which are, in turn,

each pivoted to a sliding grip 37, as at 38,

and to the bearing 4, as at 39. ThisI grip cannot slide appreciably on the frame 5 crosswise. It, therefore, acts as a fulorum for the bell crank 35 and causes it to shift the bearing 4 laterally when the handle 27 and lever 28 are turned. The width of the bearing 4 between its bolts 40, 40 is such'that when it is shifted as far one way as it may go laterally, the larger groove 9 of the roller 3 is in theplane of the ring, as shown in Fig. 1, and when shifted to its limit laterally the other way, the smaller roller groove lllis in the plane of th'e ring'6. Thus the operator need not pay attention to the shift- 4ing so far as the extreme speeds are concerned, but simply shifts to the limit. When the intermediate speed or speeds are'desired, the` lever 28 is set at some predetermined position, as, for example, pointing straight to the rear, as shown in Fig. 2. If preferred, a segment with notches in it-for the location of the lever 28 can be providedin any well known manner.

The motor and shaft extensions forming the driving mechanism are located on the rear frame 5 as before stated, the motor being fixed thereon and not intended to be moved except with the frame. The controlling devices shown, as well as the motor controls, not shown, are located in the body of the car or at least near to the rider where he can operate them easily and liandily. The rear frame is pivoted to the body at 4l. so that the rear wheels in passing over obstacles can rise without llifting the body,

and .springs 42 are interposed to permit this actibn and yet carry the load. These springs may be of any well chosen form, but I 4show a bar 43 under the body frame. -A second bar 44 rests on top the rear frame member and bolts'45 pass through these bars and up far enough to extend through the springs 42-and take' adjusting nuts on their top ends. By means of these adjusting nuts, the tensionof the springs can be quickly made greater or less and new springs or springs of diferent'strength can be substituted. 0f course, it is understood that the motor (not shown) rests on parts of the rear frame 5 and that the forward end of the motor support may and is also pivoted to the rear end the .same relative length or distanoebetween the controlling parte and the controlled parts lto the end that the 'contact pressure of the drive rollers against the drive krings maybe practically maintained. While it is evident that springs can be inserted in the rods 18, 18, so as to secure a spring tension on the driving contact mentioned, it is also evident that the torsion bar is not perfectly'rigid, but has some torsional elasticity and so serves just as a spring would do. This action compensates for anylinequality in radial lte lengths or for any reasonable lack of accuracy in the shape of the drive rings 6 and 8 and goes far to make an efficiently acting drive. 1t also conduces to a smooth clutch action when starting the vehicle by gradually engaging the contact surfaces. p

lt is customary to start the vehicle by starting the motor first and then setting the rollers 4into contact with the driven rings gradually just as any friction clutch is usually set; and the lever 22 -is used to do this;

but while driving it is often desired to release the driving contact temporarily without shifting the gears or going to the 4trouble of releasing the ratchet 23 bythe use of the hand applied to the handle 27. l, therefore,

provide a support for the tooth 24 on a lever' 46 pivoted to the frame of the .body at the lower front edge of the seat or similar suitable place. comes against a stop 46l when it is as far forward as desired, but it is free to be forced backward and carry the tooth 24 backward sufhciently far to releasev the driving contact between the rollers 3 and the rings 6 because carrying the tooth 24 backward al= lows the ratchet 23 to follow backward and the lever 22 with its parts follows until there is little or no driving pressure. The actual distance required toy release the driving presvsure is not great, since the contact metals are hard and but a slight movement insures a firm contact. The means for forcing the lever 46 backward are shown iii Fig. 2 where the rod 47 pivoted at '48 to the said lever, connects with a pedal lever 49, pivoted at 50, to a bracket 51 fastened to the inclined floor 52 of they vehicle of which 53 is the seat. A spring 54 holds the pedal 55 away from' thefloor and returns theparts .to .their original position when they have been temporarily shifted by pressure on the pedal. in short, the releasing and engaging of the |lfhe lower end of this lever 46 power under the action of the clutch pedal is practically like the clutch j action found in automobiles of more conventional design.

Thus vfar this device has been described as needingmanual power to set the drive rollers into contact with the driven rings 6 'and 8, but only part ofthe power need be applied by the operator in his forward movement. of the lever 22. The remainder lcan be stored vin springs by a rearward movement of the lever 22. In Figs. 2 and 4 is 4shown a rearward .extension 56 of the bearing 4. 0n the rear frame 5 are two lugs or supports 57, 58 for springs 59, 60. These springs can be of any preferred shape, but should be -so` forlned th'at they be'ar on points or knife edges only so as to permit the bearing 4 and its extension 56 to move freely ex'- cept asl affected by the pressure of the springs 59, 60 which are under their greatest compression when -in a right line or perinto neutral position. When the foot clutch is used, it is evident that the pressure eX- erted by the springs 59, 60 must not be great enough to drive the vehicle or the clutch action, as above described, will be inoperative. It is evident that the pedal can be caused tti-positively throw the parts backward, if it is so desired to build it and in this case the springs 59, may be strong enough to drive the vehicle 'by their pressure, but the preferred arrangement is as shown and the springs simply -assist to secure the pressure.

rJlhe arrangement of the springs is such thatV their fore and aft action is practically nothing at the neutral position and increases each side thereof, so that when the shaft extension 2 and roller 3 are swung farthest forward, the spring pressure'is greatest as is, of course, the need for pressure `due to the fact thaty such position is only used when there is hard labor for the vehicle and when the engine leverage with relation to the driven wheelsis greatest. It is evident that several forms and Y applications of springs may be used for lthis purpose.

lft will be noted that when the shaft eX- tensions' .2" are'moved so that the larger groove 9 is in coperative relation with the ring 6, the groove 11 is substantially in alinement with the ring 8, the groove 10 being neutral. Wheri-the shaft extensions are moved inward and thence moved on their iso y universal joints so that the grooves 10 are in coperative relation with the ring 6, the grooves 9 and 11 are neutral, the groove 11 being used both for reverse and low.

F rom the above it will be seen that I have devised `a simple, cheap, yet eflicient and durable, easily operated and controlled roller drive mechanism, and while the structural embodiment of the same as herein disclosed is what I at the presnt time consider preferable, it is evident that the same is subject to various changes, variations and modifications in detail, proportion of parts, etc., without departing from the spirit of the invention or sacrificing any of its advantages.

I, therefore, do not intend to restrictl myself to the exact construction hereinbefore set forth, but reserve the right to make such changes, variations and modifications as come properly within the scope ofthe protection prayed.

What is claimed as new is 1. An automobile chassis frame or body frame and a rear wheel frame pivoted thereto to rise and fall independently of the said frame, a motor mounted upon and Vabove said rear frame, friction driving mechanism on the rear frame coperating with the rear wheel and controlling means therefor on the,

chassis frame.

2. An* automobile chassis frame or body frame, and a rear wheel frame -pivoted thereto to rise and fall independently. of the said frame, a friction drive on the rear frame and controlling means therefor on said chassis frame.

3. An automobile chassis frame or body frame, and a rear wheel frame. pivoted thereto to rise and fall independently of the said frame, a friction drive on the rear frame and controlling means therefor on said chassis frame, said pivoted frame adapted to support a power plant.

4. An automobile body frame, a rear wheel frame pivoted thereto to rise and fall independently of said frame and to support a power plant, drive mechanism on the rear frame, controlling means therefor on the chassis frame, and springs interposed between said frames in proximity to the pivot of said frames to permit such rise and fall and yet carry the load.

' 5. An automobile body frame, a rear frame pivoted thereto, a power plant supported thereby, roller drive mechanism on vthe rear frame, means on the chassis frame j for controlling the same and pressure-assisting means disposed adjacent the rear axle and operable -in conjunction 'with the movement lof said roller drive mechanism to assist in securing the necessary Contact pressureto drive the vehicle, said pressure-assisting means being independent of the power plant.

'6. An automobile body frame, a rear tion of the roller drive mechanism and arranged to assist in securing contact pressure necessary to drlve the vehicle.

8. An automobile body frame, a rear wheel frame pivoted thereto, a roller drive mechanism on the rear wheel frame, and universal joints in the motor shaft in the connection with the power plant to permit the application of power to the wheels on said rear frame.

9. A roller drive mechanism, a motor shaft by which said roller drive mechanism is driven, movable shaft extensions, bearings therefor in alinement with the motor shaft and movable endwise thereof, and universal connections in the shaft between the roller drive mechanism and the motor shaft.

10. A rear wheel frame adapted to support a -motor in fixed relation thereon, a chassis frame, 'said frames being pivotally mounted to rise and fall independently of each other, movable bearings, and shaft extensions carried by said bearings, a lever and connections for bringing the driving members in contact with the driven members of the roller drive mechanism, by movement of said bearings.

11. In a friction roller drive mechanism for motor vehicles, a pivoted hand control for causing driving engagement of the rollers and a foot control for temporarily releasing said driving engagement.

12. In a roller drive mechanism embodying relatively fixed rings and relatively movable grooved rollers for engagement therewith, an elastic member for holding a frictional driving surface against a driven one, the same embodying a torsion bar and connections between the same and the said rollers. y

13. In a device of the character described.l a power plant shaft, and shaft `extensions therefor and a roller drive mechanism embodying a plurality of rollers, one set of which are carried by said shaft extensions, and universal and slip joints permitting bringing any desired roller into the plane of any desired coperating member and then bringing said member and roller into contact.

14.. A roller-'drive mechanism embodying llO endwise movable motor shaft extensions, and universal and slip joints between said extensions and the motor shaft.

15. A roller drive mechanism embodying endwise movable motor shaft extensions, means for movingl said extensions universal and slip joints between said extensions and themotoishaft, and movable bearings for said extensions.

16. A roller drive mechanism embodying endwise movable motor shaft extensions, means for moving said extensions universal and slip joints between said extensions and the motor shaft, movable bearings for said extensions, and means for moving said extensions.

17. In a device of the character described embodying a friction roller drive mechanism, hand-operated gearless means for setting the rollers into contact with the driven rings, and footsoperated means for releasing such driving'contact of said rollers and rings temporarily Without shifting the gears.

. 18. In a device of the character described, roller drive mechanism, controlling means therefor, and yielding pressure assisting means inactive at neutral position and active lli either side of neutral position and coperating with said roller drive mechanism, said pressure-assistingr means being independent of the power plant.

19. An automobile body frame, a rear wheel frame pivoted thereto near the rear end of the latter and forward of the rear axle and adapted to rise and fall independ ently of said body frame, and a power plant supported by said rear frame to the rear of the connection between the two frames.

Q0. An automobile body frame, a rear frame pivoted thereto, a power plant supported thereby, roller drive mechanism on the rear frame, means on the chassis frame for controlling the same, and pressure-assisting means forward of the rear axle and operable in conjunction withthe movement of said roller drive mechanism, said pressure-assisting means being independent of the power plant.

Signed by me at Philadelphia, Pa., this 19th day of May, 1914.

CHARLES E. DURYEA.

Witnesses 2 MARIE G. DOYL, J. E. KESSLER. 

